Shock absorber



May 31, 1927.

Y S. K. WELLMAN snocx Asonn Filed May 18. 1923 2 Sheds-Sheet 1UIIIIIIIIII a 1v 1, May 3l, 1927. s. K' WELLMAN ,63 078 SHOCK ABSORBERFiled May 18, 1923 2 Sheets-Sheet 2 Arras/ven Patented May 31, 1927.

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The invention relates to shock absorbers for motor vehicles and isapplicable to shock absorbers of the type shown in U. S. Letters Patentto Andrew Christiansen No. 1,156,665, and in my previously tiledapplication for U. S. Letters Patent, Serial No. 580,483. In theaccompanying drawings, the improvements constituting the presentinvention are shown applied to the form of construction disclosed in mysaid a plication, Serial No. 580,483, to which re erence may be had fora full disclosure ofsome of the structural details less fully shownherein.

In the case of the shock absorbers illustrated in my said pendingapplication, reliance was laced upon flexibility of some of the meta licparts of the structure to accommodate the necessary relative swayingmovements of the vehicle body in relation to the axles. This earlierform of construction has given a very fair degree of satisfaction inthis respect but it has been found that in the case of someinstallations, after long service, repeated straining of the flexiblemetal parts results in their crystallization and fracture. Accordinglyone of the principal objects of the present invention is the provisionof a simple and relatively cheap form of coupling for connecting theshock absorber parts to the vehicle body and axles with provision forrequisite relative movement of the parts without subjecting the latterto injurious strains of any sort.

Another object of the invention is the mounting of shock absorbers ofthe character in question in such a manner as to reduce roadinterference to a minimum.

A further object of the invention is the provision of a readilyadjustable mounting device for the shock absorber to accommodatevehicles with diiering clearances between the body and axles, as wherebodies or loads of different weights are used with vehicle springs ofthe same size and strength.

Other objects, more or less ancillary or incidental to the foregoing,and the manner of attaining all of the various objects will appear inthe following description setting forth in connection with the accomanying drawings a preferred embodiment o the invention as applied to aFord automobile.

In the drawings,-

Fig. 1 is a side elevation of one of my improved shock absorbers mountedon the front axle and body frame of the vehicle.

Fig. 2 is a rear elevation of the shock absorber mounted on the rearaxle and body frarnie f the vehicle.

1g. is a plan view of the u r art of the structure, shown in Fig. 2. PpeP absor r, as shown in Fig. 2.

Fig.` 5 1 s a side elevation similar to Fig. 4 but s lowing the axleattaching device ad- )usted to accommodate the shock absorber to avehicle with greater clearance between the body and the axle.'

Referring in detail to the construction illustrated, 1 is an elongatedfriction plate of rolled steel plate which extends slidably through anelongated casing 2. As illustrated, said casing is made of wrou ht lateor sheet metal, the main part or y o the casing being punched in asingle piece from the sheet and then bent into the finishedl form shown.The casing is larger at one end than the other, has both of its endsopen and has also a lateral opening 2l extending from pointsintermediate its ends toits open, larger end. From the opening 2* to thesmaller end of the casing 1s a wall 2" which is inclined longitudinallytowards the opposite wall of the casing which latter wall is formed bythe two overlapping sides 2, 2d of the sheet metal blank.

The casing 2 when bent into its finished form requires little to secureit in that form but I provide for this purpose a. plurality of rivets 3,3 which extend through the overlapping sides 2, 2l of the casing andserve also to secure in the casing 'a friction facing 4, the rivetshaving their inner ends split so that they are adapted to be bent overand clinched into the facing 4 with a substantial countersink, asindicated in Fig. 1. The friction facing 4 can be of any suitablematerial and construction in so far as the present invention isconcerned but I prefer and have shown it as made of absorbent materialimpregnated with a substance having a coeicient of friction that issubstantially uniform under all service conditions, this material beingfully described in my aforesaid pending application.

In the casing 2 is mounted a movable friction member 5. the main part ofwhich is in theI form of a. sheet metal stamping 6 having a ilat side6Il and lateral lianges 6", 6" which are notched to receive and hold abearing plate 7 which is disposed at an angle to the iiat side. Thebearing plate 7 is bent to form a spring abutment 7 for a purpose to 4is a side elevation of the rear shock l be presently explained. The flat6 of the friction member has secured toA it a friction facing 8 of thesame character as the friction facing 4, said faces engaging theopposite sides of the friction plate 1. An anti-friction roller 9 isAmounted in notches of the friction member 6, being interposed betweenthe bearing plate 7 and the inclined wall 2b of the casing.

A cover or cap 10 is provided for the casing and comprises a section 10Lto close the lateral opening 2 of the casing and a section 10b topartially close the adjacent o en end of said casing. The cap 10 isprefera ly formed of a single part stamped from sheet metal and bent tothe form shown in the drawings. The ca is formed with a pair of slots10c which t over notched lugs 2" formed on the casing structure 2. Theend section 10b of the cap is formed with an aperture in which isslidably mounted a rod or bolt 11 which has its inner end turned down toprovide a swivelling engagement with an aperture in the abutment 7 ofthe bearing plate 7. A nut 12 is mounted on the inner threaded end ofthe bolt 11 and serves as an adjustable abutment thereof for one end ofa spiral spring 18 which is mounted on the bolt between said abutmentand the inner` side of the end section 10b of the capl 10. The nut l2 ispreferably square and is disposed near enough the adjacent face 6ll ofthe movable friction member so that the latter prevents its rotation onthe bolt. By simply turning the bolt the nut 12 can be adjusted on it tovary the tension of the spring 13, said spring serving to press thefriction member 5 toward the inclined walls 2a of the casing and, byreason of the reaction of the latter through the roller 9, to press thefriction member 5 against the friction plate 1 and said plate in turnagainst the friction facing `4. The sprin 13, in addition to exertingthe pressure referred to on the friction member 5, serves b reaction tohold the cap 10 in position on t e casing, though I prefer to supplementthe action of the spring by slightly bending over the ends of the lugs2B. When assembling the parts, after the friction member 5 and theroller 9 have been inserted in the casing the cap 10 with the bolt 11and nut 12 and spring 13 attached thereto is placed in position bymoving the cap endwise so as to compress the spring enough to permit thenotched lugs 2e to enter the slots 10c, whereupon the expansion of thespring forces the cap endwise into interlocking engagement with the lugs2e. To operatively secure the above described mechanism to the vehicleaxle and frame I have devised improved connecting devices which I willnow describe. The connecting devices for the front and rear springs,respectively, of the vehicle differ somewhat and I will first refer tothe connections for the front spring. A yoke 14 is secured by means of aU-bolt 15 to the front axle a oi the vehicle. This yoke 14 has anapertured upturned end and the aperture is formed with a semi-sphericalcountersink 14. The friction late 1 has one end formed in a press wit anapertured semi-spherical concavo-convex socket 1, the outer side ofwhich lits the countersink 14. Then a screw bolt 16 with asemi-spherical head 16a to engage the inner side of the socket 1aextends through the aperture of said socket and the aperture of the yoke14 and is adjustably secured by a nut 17 with interposed spring washer18. A joint is thus providedI between the friction plate 1 and the yoke14 which permits the plate 1 to swing around the axis of the bolt 16 andalso to have a limited universal movement about the center of theconcentric spherical surfaces. The spring washer 18 is strong enough tohold the spherical surfaces in firm contact and yet insures freedom forthe limited movement 4referred to. Obviously the nut 17 should not beturned down enough to fully compress the spring washer 18, the solefunction of said washer bein to act as a spring.

In a similar manner, t e overlapping side walls 2, 2d of the plate metalcasing 2 are at one end of said casing formed with an aperturedsemi-spherical socket 2t which cooperates with a clamp secured to thefront transverse frame member of the vehicle.

Ilihis clamp consists of an angle plate 19 perforated or recessed toengage a structural rivet 20 of the vehicle frame b, a second angleplate 21 and a bolt 22. The upper end of the angle plate 19 is formedwith an aperture having a semi-spherical countersink 19a whichl` fitsthe outerside of the socket 2t and 'a screw bolt 23 extends through theapertures of said socket and angle iron 19 and has its semi-sphericalhead 23a in engagement with the inner side of the socket 2f, the bolt 23being secured by a nut 24 with an interposed spring washer 25.

Thus the shock absorber parts are secured both to the frame and the axleof the vehicle by connecting devices providing limited universalmovement to the shock absorber devices in relation to the frame andaxle, respectively. In this connection it will be obvious that of thetwo members which engage the respective faces of the concavo-convexsockets formed in the friction plate 1 and the casing 2, either can berigidly secured to the vehicle axle or frame, as the case may be, thoughI prefer to so form the member having the countersink which fits theconvex side of the socket that said member will serve as part of a clampto be fixed to the vehicle axle or chassis frame.

While the use of the concavo-convex or spherical form of the connectionparts for securing universal movement is highly desirable, it is to benoted that the invention in certain broader aspects is not limited tosuch spherical form inasmuch as the advanta ges of the socket andcountersink construction are in a measure independent of the sphericalform thereof. That is to say, with ihe socket and countersinkconstruction the shank of the bolt is largely if not wholly relieved ofshearin stresses and because of the relatively wi e coacting surfaces ofthe bolt head, socket and countersink it is feasible to have the jointloose enough to afford some universal movement even if the bolt head,socket. and countersink be made in some other form, plane (conical) forexample, instead of spherical. To secure such result it is desirable, ofcourse, thatthe joint be adjustable, as by nut 17, and it is highlyadvantageous to have the coacting parts held yiel ingly in engagement,as by the sprin washer 18 iii the construction illustrate In the case ofthe rear spring and axle of the vehicle, the shock absorber itself isthc same in construction as that above described in connection with thefront spring and axle of the vehicle. However, the connecting devicesfor securing the shock absorbers to the rear frame and axle parts differfrom those above described and in addition, the shock absorber isinverted and also turned about its longitudinal axis so that the planeof the friction plate 1 is disposed longitudinally of the vehicle ratherthan transversal of it as in the case of the shock absorbers at thefront of the vehicle. One of the rear shock absorbers is shown in Figs.2 to 5, in-

clusive.

Referring to Fi 2, it will be seen that the semi-spherical et 2 of theshock absorber casing is secured by a bolt to the downwardly turnedapertured end of a clamp is secured to the tubular rear yoke 27 whichaxle e of the vehicle b the U-bolt 28 and end of the yoke 27 by means ofa clamp consisting of a forging 32, a plate 33 and a bolt 34. Theforging 32 is formed with a flange 32 which overlies the channel memberof the vehicle frame and prevents displacement of the clamp when thebolt is tightened up. The member 32 is formed with a rearwardly turnedflange or lug 32" which has an aperture with a semi-sphericalcountersink 32 to fit the semi-spherical socket 1 of the friction plate1 and said plate is secured to the lug 32" by a bolt 35 having asemi-spherical head 35l and fitted with a nut 36 and spring washer 37 asin the case of the other connections. In the case of all of the pivotaljoints formed by the bolts with spherical heads, the securing nuts ofsaid bolts are preferably locked with cottci pins, as indicated. Y

Figs. 4 and 5 show the oke plate 27 in two different positions of7adjustment to correspond with different loads of the vehicle springswhich result in different normal clearances between the rear axle andthe chassis frame. For example, in the case of Ford chassis used forcommercial purposes bodies varying considerably in weight are employedfor different purposes and as the same springs are commonly used for allpui-poses, the clearance between the rear axle and chassis frame varies,as stated. With the plane of the shock absorber friction plate disposedlongitudinally of the vehicle and with my improved pivotal connectionsbetween tlie shock absorber parts and the axle and vehicle frame, resctively, it is possible to accommodate the s ock absorber to thesedifferent o rating conditions by simply loosening tie nuts 29 andadjusting the clamp yoke 27 angularly on the tubular axle c. B suchadjustments the friction plate l. can a ways be given substantially thesaine position of adjustment in relation to the casing 2 when thevehicle is unloaded..

In addition to tlie advantage above noted,

y by disposing the plane of the friction plate 1 longitudinally of thevehicle it has the further advantage of slight ound resistance in casethe lower end of t e plate 1 engages the ground when the springs areabnormally compressed in traversing extremely rough roads or when thewheels of the vehicle drop into extremely deep ruts. In the case of suchabnormal engagement of plate l with the road little resistance isoffered to the plate because of its edgewise engagement and,furthermore, the friction plate is disposed to the best advantage forwithstanding such stresses as do result from the road engagement. Itwill be seen, of course, that the adjustable mounting of the clamp yoke27 makes it possible, by using friction plate 1 of suitable length, toinsure a maximum road clearance for all loading conditions.

It will be seen that my improved pivotal connections between the shockabsorber and the vehicle parts are in the nature of balland-socketfittings and afford universal movement of the connected parts sufficientin extent to fully accommodate all of the relative movements that occurbetween the vehicle axles and chassis frame. At the same time myimproved universal connections are exceedingly simple structurally andcapable of beine' produced at very low expense, the ball-an -socketparts being formed to a considerable extent by pressing or stampingoperations and machining operations being limited to the clamping platesor yokes 14, 19, 27 and 32, and to the heads of the bolts 1e,23,26,and35. y t

While the specific forms of construction illustrated and above describedare such as I prefer it is to be understood that the construction can bevaried without departing from the invention, as defined by the appendedclaims.

What I claim is: l

1. In a shock absorber adapted to be interposed between an axle and thespring-suspended body of a vehicle, the comblnation of a pair ofrelatively movable coacting resistance parts and means for connectingsaid resistance parts to the vehicle axle and body, respectively, eachof said connecting means comprising a perforated` concavo-convex socketformed in the resistance part, a perforated member formed with acountersink fitting the convex side of said socket, a bolt extendingthrough said perforated member and loosely through the perforation ofthe socket and having a spherical head fitting the concave side of saidsocket, and means operatively engaging the said perforated member andbolt for holding the countersink, socket and bolt head in operativecontact, one of the parts other than the resistance member being adaptedto be secured to one of the vehicle parts.

2. In a shock absorber adapted to be interposed between an axle and thespring-suspended body of a vehicle, the combination of a pair ofrelatively movable coacting resistance parts, one of said partscomprising a wrought` plate metal member, and means for connecting saidresistance parts to the vehicle axle and body, respectively, theconnecting means for the plate metal member comprising a perforatedconcavo-convex socket pressed in said member, a perforated member formedwith a countersink fitting the convex side of said socket, a boltextending through said perforated member and loosely through theperforation of the socket and having a spherical head fitting theconcave side of said socket, and means operatively engaging the saidperforated member and bolt for holding the countersink, socket and bolthead in operative contact, one of the parts of the said connecting meansother than the plate metal member being adapted to be secured to one ofthe vehicle parts.

. 3. In a shock absorber adapted to be interposed between an axle andthe spring-suspended body of a vehicle, the combination of a pair ofrelatively movable coacting resistance parts and means for connectingsaid resistance parts to the vehicle axle and body, respectively, eachof said connecting means comprising a perforated concavoconvex socketformed in the resistance part,

aeaaove a perforated member formed with a countersink fitting the convexside of the socket, a bolt extending through said perforated member andloosely through the perforation of the socket and having a sphericalhead fitting the concave side of said socket, and adjustable means forholding the countersink, socket and bolt head in operative contact, oneof the parts other than the resistance member being adapted to besecured to one of the vehicle parts.

4. In a shock absorber adapted to be interposed between an axle and thespring-suspended body of a vehicle, the combination of a pair ofrelatively movable coacting resistance parts, one of said partscomprising a wrought plate metal member, and means for connecting saidresistance parts to the vehicle axle and body, respectively, theconnecting means for the plate metal member comprising a perforatedconcave-convex socket pressed in said member, a erforated member formedwith a counter-sink fitting the convex side of said socket, a boltextending through said perforated member and loosely through theperforation of the socket and having a spherical head fitting theconcave side of said socket, and adjustable means for holding thecountersink, socket and bolt head in operative contact, one of the partsof the said connecting means other than the plate metal member beingadapted to be secured to one of the vehicle parts.

5. In a shock absorber adapted to be interposed between an axle and thespringsuspended body of a vehicle, the combination of a pair ofrelatively movable coacting resistance parts and means for connectingsaid resistance parts to the vehicle axle and body, respectively, eachof said connecting means comprising a perforated concavo-convex socketformed in the resistance part, a perforated member formed with acountersink to fit the convex side of said socket, a bolt extendingthrough said perforated member and having a spherical head fitting theconcave side of said socket one of the parts of said connecting meansother tljan the resistance part being adapted to e secured to one of thevehicle parts, and means for yieldingly holding the countersink, socketand bolt head in operative contact.

6. In a shock absorber adapted to be interposed between an axle and thespringsuspended body of a vehicle, the combination of a. pair ofrelatively movable coactling resistance parts and means for connectingsaid resistance parts to the vehicle axle and body, respectively, eachof said connecting means comprising a perforated concavoconvex socketformed in the resistance part, a clamp member adapted to be secured toone of the vehicle parts and formed with a countersink to fit the convexside of said socket, and a bolt extending through said llt clamp memberand loosely through the perforation of the socket and having a sphericalhead fitting the concave side of said socket.

T. In a shock absorber adapted to be interposed between an axle and thespringsuspended body of a vehicle, the combination of a pair ot'relatively movable coacting resistance parts, one otsaid partscomprising a wrought plate metal member, and means for connecting` saidresistance parts to the vehicle axle and body, respectively. theconnectingmeans for the plate metal member comprising a perforatedconcave-convex socket pressed in said member, a clamp member adapted tobe seemed to one of the vehicle parts and formed with a conntersink tofit the convex side of said socket, and a bolt extending through saidclamp member and loosely through the perforation of the socket andhavinga spherical head fitting the concave side of said socket.

8. In a shock absorber adapted to beinterposed between an axle and thespringsuspended body of a vehicle, the combination of a pair ofrelatively movable coacting resistance parts and means for connectingsaid resistance parts to the vehicle axle and body, respectively, eachof said connecting means con'iprising a perforated concavoconvex socketformed in the resistance part, a clamp member adapted to be secured ltoone of the vehicle parts and formed with a countersink to tit the convexside of said socket, a bolt extending through said clamp member andloosely through the perforation of the socket and having a sphericalhead fitting the concave side of said socket, and means for yieldinglyholding the countersink, socket and bolt head in operative contact.

9. In a shock absorber adapted to be interposed between an axle and thespringsuspended body of a vehicle, the combination of a v pair ofrelatively movable coacting resistance parts, one of said partscomprising a wrought plate metal member, and means for connecting saidresistance parts to the vehicle axle and body, respectively, theconnecting means for the plate metal member comprising a perforatedsocket pressed in said member, a perforated member formed with aconntersink to fit the outer side of said socket, a bolt extendingthrough said perforated member and loosely through the perforation ofthe socket and having a head fitting the inner side of said socket, andmeans for yieldingly holding the countersink, socket andbolt head inoperative contact, one of the parts of the said connecting means otherthan the plate metal member being adapted to be ,secured to one of thevehicle parts.

10. In a shock absorber adapted to be interposed between an axle and thespringsuspended body of a vehicle, the combination of a pair ofrelatively movable coacting resistance parts, each of said partscomprising a wrought plate met-al member, and means for connecting saidresistance parts to the vehicle axle. and body, respectively, comprisingin the case of each of said parts a perforated socket pressed in theWrought plate metal member, a perforated member formed with acountcrsink to fit the outer side of said socket, a bolt extendingthrough said perforated member and loosely through the vperforation ofthe socket and having a head fitting theinner side of said socket, andmeans for yieldingly holding the countersink, socket and bolt head inoperative contact, one of the parts of the said connecting means otherthan the plate metal member being adapted to be secured to one of thevehicle parts. v i

11. In a shock absorber adapted to be interposed between an axle and thespringsuspended body of a vehicle, the combination of a pair ofrelatively movable coacting resistance parts, one of said partscomprising a wrought plate metal member,and means for connecting saidresistance parts to the vehicle axle and body, respectively, the con--necting means for the plate metal member comprising a perforatedconcavo-convex socket pressed in said member, a perforated member formedwith a countersink to lit the outer side of said "socket, a boltextending through said perforated member and loosely' through theperforation of the socket and having a head fitting the inner side ofsaid socket, and adjustable means for holding the countersink, socketand bolt head in operative contact, 011e of the parts of the saidconnecting means other than the plate metal member being adapted to besecured to one of the vehicle parts.

12. In a shock absorber adapted to be interposed between an axle and thespringsuspended body ofa vehicle, the combination of a pair ofrelatively movable coacting resistance parts, each of said partscomprising a Wrought plate metal member, and means for connecting saidresistance parts .to the vehicle axle and body, respectively, cemprisingin the case of each of said parts a perforated socket pressed in thewrought plate metal member, a perforated member formed with acountersink to fit the outer side of said socket, a bolt extendingthrough said perforated member and loosely through the perforation ofthe socket and having a head fitting the inner side of said socket, andadjustable means for holding the countersink, socket and bolt head inoperative contact, one of the parts of the said connecting means otherthan the plate metal member being adapted to Abe secured to one of thevehicle parts.

13. In a shock absorber ada ted to be interposed between an axle and t espring-susv frictlon members relative to the vehicle body and axle bothtransversely and longitudinally of the vehicle and the second namedpivotal connecting means being adjustable to raise and lower itsfriction member-relative to the axle.

14. In a shock absorber adapted to be interposed between an axle and thespring-sus? pended body of 'a vehicle, the combmation of a pair ofelongated friction members having mutual telescoping engagement, meansfor pivotally connecting the upper end of one of said members to thevehicle body, and means com rising a clamp surrounding the vehicle ax efor pivotally connecting the lower end of the other friction member tosaid axle, said pivotal connecting means being adapted to permitswinging of the fric' adjustable about the axis of the axle to raiseandlower 'its friction member relative to the axle.

15.,In a shock absorber adated to be interposed between an axle and t espring-suspended lbody of a vehicle, the combination of an elongatedfriction plate, means for pivotally connecting the up er end of saidplateto the vehicle body with the plane of the plate parallel to thelongitudinal 'axis of the vehlcle, a casing through which said plateextends telescopically and which contains friction facings to engage theplate, and means comprising a clamp surrounding the vehicle axle forpivotally connecting the lower end of said casing to said axle, saidpivotal connecting means being adapted to permit Swingin of the frictionplate and the casing'relatlve to the vehicle frame and axle bothtransversely andy longitudinally of of the .vehicle and the said clampbeing adjustable about the axis of the axle to raise and lower thecasing relative to-the axle.

In testimony whereof, I hereunto aix my SAMUEL K. WELLMAN.

signature.

